Daimler Ag

Mercedes-benz Aktiengesellschaft

Thomas Kull

Tobias Haerter

Markus Brandenburg

Michael Baraga

Henrik Kalczynski

Tobias Schilder

Klaus Riedl

Frank Tietze

Juergen Schweitzer

Nils Tonius

Joerg Schindler

Emmanuel Chrisofakis

Frank Scheffel

Joachim Schroeder

Jörg Schindler

Joachim SCHRÖDER

Tobias HÄRTER

A multi-stage transmission for a motor vehicle is disclosed. The transmission has a transmission input shaft, at least four planetary gear stages which are disposed one behind the other along a main axis of rotation, and at least one combined gear shift unit which is configured as a brake and has a rotatable coupling element as well as a friction-locking unit and a form-locking unit connected in parallel with the friction-locking unit, which are in each case provided in order to connect the rotatable coupling element fixedly to the housing. One of the planetary gear stages is associated with the combined gear shift unit and includes a transmission element which is permanently connected non-rotatably to the rotatable coupling element. The planetary gear stage associated with the combined gear shift unit includes a further transmission element which is permanently connected non-rotatably to the transmission input shaft.

Multi-stage transmission for a motor vehicle

A hydraulic controller for an automatic transmission of a motor vehicle includes at least one gear shift piston-cylinder unit having a gear shift piston for actuating a shifting element in the form of a multi-plate clutch, and a gear shift pressure chamber in which an actuating pressure may be built up by supplying operating fluid. The gear shift piston-cylinder unit has a centrifugal oil chamber that is separated from the gear shift pressure chamber by a gear shift piston. Operating fluid may be supplied to the centrifugal oil chamber via a centrifugal oil line supplied by a first supply line. The hydraulic controller has a second supply line for supplying operating fluid to the centrifugal oil line. The second supply line may be closed and opened by a centrifugal oil valve.

Hydraulic controller for an automatic transmission of a motor vehicle

A coupling device for a motor vehicle is disclosed. The coupling device has a friction-locking unit and a form-locking unit which is connected in parallel with the friction-locking unit and has at least two form-locking elements which can be connected to one another by form-locking, are disposed so as to be movable along a direction of actuation relative to one another, and in each case have at least one claw, where at least some of the claws in each case have a top surface which is oriented obliquely with respect to the direction of actuation.

Coupling device for a motor vehicle

In a hydraulic control arrangement for an automatic transmission of a motor vehicle having a parking lock activation system wherein operating fluid is supplied via a parking lock slide valve to a first parking lock pressure chamber for moving a parking lock-up piston in one direction into a locking position or moving the parking lock piston in an opposite direction, whereby operating fluid is released from the first parking lock pressure chamber via a discharge slide valve by way of which the first parking brake pressure chamber is connected to a tank for releasing the parking lock-up.

Hydraulic control arrangement for an automatic transmission

In an automatic discrete step gearbox of a motor vehicle, the working pressure of a frictional connection (clutch or brake) to be engaged is set at the beginning of a gear-change by an electronic control unit in accordance with a specified required value variation and additionally as a function of correction values. The correction values are determined as a function of deviations between the required transmission torque value and the actual transmission torque value of the frictional connection.

Arrangement for controlling a frictional connection in a gear-changing

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Waiblingen, Germany

Thomas Kull